US20230166861A1 - Shielding arrangement for aircraft wiring - Google Patents
Shielding arrangement for aircraft wiring Download PDFInfo
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- US20230166861A1 US20230166861A1 US18/071,862 US202218071862A US2023166861A1 US 20230166861 A1 US20230166861 A1 US 20230166861A1 US 202218071862 A US202218071862 A US 202218071862A US 2023166861 A1 US2023166861 A1 US 2023166861A1
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- gap
- shield
- electrical power
- aircraft according
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- 238000001816 cooling Methods 0.000 claims description 6
- 230000002401 inhibitory effect Effects 0.000 claims description 5
- 235000004035 Cryptotaenia japonica Nutrition 0.000 description 5
- 102000007641 Trefoil Factors Human genes 0.000 description 5
- 235000015724 Trifolium pratense Nutrition 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 238000009423 ventilation Methods 0.000 description 3
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 2
- 229910052782 aluminium Inorganic materials 0.000 description 2
- 239000004411 aluminium Substances 0.000 description 2
- 230000005670 electromagnetic radiation Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D29/00—Power-plant nacelles, fairings, or cowlings
- B64D29/06—Attaching of nacelles, fairings or cowlings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
- B64D45/02—Lightning protectors; Static dischargers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
-
- B64D27/26—
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/40—Arrangements for mounting power plants in aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/40—Arrangements for mounting power plants in aircraft
- B64D27/402—Arrangements for mounting power plants in aircraft comprising box like supporting frames, e.g. pylons or arrangements for embracing the power plant
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/08—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of power plant cooling systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D47/00—Equipment not otherwise provided for
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01B—CABLES; CONDUCTORS; INSULATORS; SELECTION OF MATERIALS FOR THEIR CONDUCTIVE, INSULATING OR DIELECTRIC PROPERTIES
- H01B9/00—Power cables
- H01B9/02—Power cables with screens or conductive layers, e.g. for avoiding large potential gradients
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02G—INSTALLATION OF ELECTRIC CABLES OR LINES, OR OF COMBINED OPTICAL AND ELECTRIC CABLES OR LINES
- H02G11/00—Arrangements of electric cables or lines between relatively-movable parts
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02G—INSTALLATION OF ELECTRIC CABLES OR LINES, OR OF COMBINED OPTICAL AND ELECTRIC CABLES OR LINES
- H02G3/00—Installations of electric cables or lines or protective tubing therefor in or on buildings, equivalent structures or vehicles
- H02G3/02—Details
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02G—INSTALLATION OF ELECTRIC CABLES OR LINES, OR OF COMBINED OPTICAL AND ELECTRIC CABLES OR LINES
- H02G3/00—Installations of electric cables or lines or protective tubing therefor in or on buildings, equivalent structures or vehicles
- H02G3/02—Details
- H02G3/03—Cooling
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02G—INSTALLATION OF ELECTRIC CABLES OR LINES, OR OF COMBINED OPTICAL AND ELECTRIC CABLES OR LINES
- H02G3/00—Installations of electric cables or lines or protective tubing therefor in or on buildings, equivalent structures or vehicles
- H02G3/02—Details
- H02G3/04—Protective tubing or conduits, e.g. cable ladders or cable troughs
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
- H02K7/1807—Rotary generators
-
- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K5/00—Casings, cabinets or drawers for electric apparatus
- H05K5/02—Details
- H05K5/0213—Venting apertures; Constructional details thereof
-
- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K7/00—Constructional details common to different types of electric apparatus
- H05K7/20—Modifications to facilitate cooling, ventilating, or heating
-
- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K7/00—Constructional details common to different types of electric apparatus
- H05K7/20—Modifications to facilitate cooling, ventilating, or heating
- H05K7/20009—Modifications to facilitate cooling, ventilating, or heating using a gaseous coolant in electronic enclosures
- H05K7/20127—Natural convection
-
- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K9/00—Screening of apparatus or components against electric or magnetic fields
-
- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K9/00—Screening of apparatus or components against electric or magnetic fields
- H05K9/0007—Casings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D2221/00—Electric power distribution systems onboard aircraft
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02G—INSTALLATION OF ELECTRIC CABLES OR LINES, OR OF COMBINED OPTICAL AND ELECTRIC CABLES OR LINES
- H02G3/00—Installations of electric cables or lines or protective tubing therefor in or on buildings, equivalent structures or vehicles
Definitions
- the present invention relates to an aircraft, or an aircraft propulsion system, with wiring configured to carry electrical power, and an electromagnetic shielding arrangement which provides an enclosure around the wiring.
- the delivery of electric power in an aircraft can be difficult, particularly where the power must be delivered between components which are liable to move relative to each other during flight of the aircraft.
- a first aspect of the invention provides an aircraft comprising: wiring configured to carry electrical power; and an electromagnetic shielding arrangement which provides an enclosure around the wiring and is configured to block electromagnetic emissions from the wiring, the electromagnetic shielding arrangement comprising: a first shield; a second shield which can move relative to the first shield; and a gap between overlapping portions of the shields, wherein the gap is configured to enable air to flow into or out of the enclosure via the gap.
- the aircraft further comprises a propulsion motor, wherein the wiring is configured to carry electrical power for the propulsion motor.
- the aircraft further comprises a wing; an engine structure including the propulsion motor; and a pylon connecting the engine structure to the wing, wherein the first shield is connected to the pylon and the second shield is connected to the engine structure.
- the aircraft further comprises a rectifier and a generator, wherein the wiring connects the rectifier to the generator, one of the shields is connected to the rectifier, and the other shield is connected to the generator.
- the wiring is configured to generate electromagnetic emissions at a signal wavelength; and the gap has a dimension which is less than the signal wavelength, thereby inhibiting transmission of the electromagnetic emissions through the gap.
- the gap has a dimension which is less than the signal wavelength at all points.
- the gap has a dimension which is greater than 1 mm.
- the shields are metallic.
- the gap is configured to enable air to flow into the enclosure via the gap and into contact with the wiring, thereby cooling the wiring.
- the gap comprises a channel with parallel walls.
- the wiring comprises first wiring configured to carry electrical power at a first phase; second wiring configured to carry electrical power at a second phase; and third wiring configured to carry electrical power at a third phase.
- first, second and third wiring are surrounded by common harness shielding outside the enclosure; and the common harness shielding is terminated so that the common harness shielding does not extend inside the enclosure.
- the wiring is configured to carry electrical power at a first phase; and the aircraft propulsion system further comprises: second wiring configured to carry electrical power at a second phase; and a second electromagnetic shielding arrangement which provides a second enclosure around the second wiring and is configured to block electromagnetic emissions from the second wiring, the second electromagnetic shielding arrangement comprising: a third shield; a fourth shield which can move relative to the third shield; and a second gap between the third shield and the fourth shield, wherein the second gap is configured to enable air to flow into or out of the second enclosure via the second gap, thereby cooling the second wiring.
- the wiring is configured to carry electrical power at a power level higher than 100 kW, or at a power level higher than 1 MW.
- a second aspect of the invention provides an aircraft propulsion system comprising: a propulsion motor; wiring configured to carry electrical power for the propulsion motor; and an electromagnetic shielding arrangement which provides an enclosure around the wiring and is configured to block electromagnetic emissions from the wiring, the electromagnetic shielding arrangement comprising: a first shield; a second shield which can move relative to the first shield; and a gap between the first shield and the second shield, wherein the gap is configured to enable air to flow into or out of the enclosure via the gap.
- FIG. 1 shows an aircraft
- FIG. 2 is a schematic view showing an engine/wing interface from the side
- FIG. 3 is a schematic view showing the engine/wing interface from the front
- FIG. 4 shows a propulsion system power delivery arrangement with nine wires
- FIG. 5 shows a gap between a pair of shields
- FIG. 6 shows wiring between a rectifier and a generator.
- An aircraft 1 shown in FIG. 1 comprises a fuselage 2 and a pair of wings 3 .
- Each wing 3 carries a respective engine structure 4 on a pylon 5 .
- FIG. 2 is a schematic view showing the interface between the engine structure 4 and the wing 3 .
- the pylon 5 has a pylon top spar 10 and a pylon bottom spar 11 .
- the pylon bottom spar 11 is attached to the engine structure 4 by a front link 12 and a rear link 13 .
- the engine structure 4 comprises a propulsion motor 14 which is configured to drive a propulsor (not shown) such as a fan, which generates thrust to propel the aircraft.
- a propulsion motor 14 which is configured to drive a propulsor (not shown) such as a fan, which generates thrust to propel the aircraft.
- the wiring 15 is configured to carry electrical power at a power level higher than 100 kW, or at a power level higher than 1 MW.
- the wiring 15 may be configured to carry electrical power at a power level of 2 MW or much higher—potentially as high as 20 MW.
- the wiring 15 comprises first wiring 15 a configured to carry electrical power at a first phase to a first motor terminal 14 a ; second wiring 15 b configured to carry electrical power at a second phase to a second motor terminal 14 b ; and third wiring 15 c configured to carry electrical power at a third phase to a third motor terminal 14 c .
- FIG. 2 shows only the first and second wiring 15 a , 15 b
- FIG. 3 shows all three phases 15 a - c of the wiring 15 .
- EMI electromagnetic interference
- the first, second and third wiring 15 a - c may be arranged in a trefoil configuration, surrounded by common harness shielding 16 shown in FIG. 3 .
- the trefoil configuration works well for the majority of routing through the aircraft, but it can create a routing problem when it becomes necessary to connect the wiring to equipment at either end. Also, to transmit high currents it may be necessary to have more than one wire per phase (for instance three wires per phase).
- FIG. 4 An example of this routing problem is shown in FIG. 4 .
- FIGS. 2 and 3 show an embodiment with only a single wire 15 a - c per phase.
- FIG. 4 shows an embodiment in which the wires 15 a - c are connected to motor terminals 14 a - c , along with two further sets of wiring. It is necessary to terminate the common harness shielding 16 and connect each wire to the correct terminal 14 a - c as shown in FIG. 4 .
- connection arrangement of FIG. 4 takes up a lot of distance and space.
- a conventional solution to resolve this from an EMI perspective would be to contain the wiring 15 inside a conductive box.
- a closed metallic box can create a thermal problem as the wiring 15 generates a lot of heat.
- the shape of the pylon 5 is critical to drag, and the engine structure 4 has many systems to install in a small volume. This makes it challenging to route the wiring 15 to the propulsion motor 14 .
- the common harness shielding 16 is terminated at the pylon top spar 10 , as shown in FIG. 3 , and the individual wires 15 a - c run through the pylon 5 so they are in the right location when they reach the engine structure 4 . As mentioned above, this creates the risk of high electromagnetic emissions in the area 19 between the pylon 5 and the engine structure 4 .
- the electromagnetic shielding arrangement 20 , 21 shown in FIG. 3 comprises a first shield 20 connected to the pylon 5 , and a second shield 21 connected to the engine structure 4 .
- the electromagnetic shielding arrangement 20 , 21 provides an enclosure around the wiring 15 which is configured to block electromagnetic emissions from the wiring 15 .
- the shields 20 , 21 are also positioned to be contacted by external airflow when the aircraft is in flight, so they are shaped to act as low drag aerodynamic fairings.
- first shield 20 is inside the second shield 21 , although in other embodiments the reverse may be true.
- the shields 20 , 21 may be metallic, for instance Aluminium.
- a gap 22 shown in FIG. 5 is provided between overlapping portions of the first shield 20 and the second shield 21 .
- the gap 22 is configured to enable cold air 30 (shown in FIGS. 3 and 5 ) to flow into the enclosure via the gap 22 and into contact with the wiring 15 , thereby cooling the wiring 15 .
- the cold air 30 may be at a temperature as low as ⁇ 55° C.
- the gap 22 is also configured to enable hot air 31 to flow out of the enclosure via the gap 22 as shown in FIG. 3 .
- the hot air may be at a temperature as high as 180° C.
- the gap 22 may comprise a channel with parallel planar walls.
- the wiring 15 is flexible, and the gap 22 enables the second shield 21 to move relative to the first shield 20 , which solves the problem of dealing with the vibration of the engine structure 4 relative to the pylon 5 .
- the gap 22 not only allows the two shields to move easily relative to each other, but also provides a small channel or waveguide for electromagnetic radiation.
- the wiring 15 is configured to generate electromagnetic emissions at a signal wavelength.
- the frequency of the electromagnetic emissions may be kHz to ⁇ 20 or 30 MHz, so the shortest signal wavelengths will be a little shorter than 10 m.
- the gap 22 may have a dimension 23 which is less than the signal wavelength, thereby inhibiting transmission of the electromagnetic emissions through the gap 22 .
- the gap 22 has a dimension which is less than the signal wavelength at all points where the shields 20 , 21 overlap.
- the aircraft 1 may contain a communication network which is sensitive to electromagnetic emissions at much lower wavelengths, and the dimension 23 of the gap 22 may also be made sufficiently small to inhibiting transmission of electromagnetic emissions through the gap 22 at such lower wavelengths, in order to protect the communication network.
- the gap 22 may have a dimension 23 which is greater than 1 mm, optionally at all points where the shields 20 , 21 overlap.
- the dimension 23 of the gap may vary in flight due to relative movement between the shields 20 , 21 .
- the dimension 23 of the gap will vary over time between a minimum and a maximum.
- the minimum dimension may be greater than 1 mm, so the gap 22 is sufficiently wide under all conditions.
- the gap 22 may be open to enable cold air to flow directly into the enclosure during flight. This maximizes ventilation of the enclosure but may create high drag.
- a lower drag alternative is to close off the leading edge of the gap 22 with a flexible seal between the shields, but this will result in a lower rate of flow into the enclosure.
- the dimension 23 of the gap will have an impact on drag—a higher dimension 23 resulting in a higher drag.
- the dimension 23 of the gap is of the order of 2 mm, although it may be higher if required.
- the dimension 23 of the gap is less than 20 mm or less than 10 mm.
- the first shield 20 is a component which is attached to the pylon 5 and extends away from the pylon across the area 19 between the pylon 5 and the engine structure 4 .
- the second shield 21 may fit inside a slot in the pylon 5 .
- the electromagnetic shielding arrangement comprises a first shield (formed by a wall of the slot in the pylon 5 ); a second shield 21 which crosses the area 19 and fits inside the slot in the pylon 5 ; and a gap between overlapping portions of the shields.
- the second shield 20 may fit inside a slot in the engine structure 4 .
- the electromagnetic shielding arrangement comprises a first shield which crosses the area 19 and fits inside the slot in the engine structure 4 ; a second shield (formed by a wall of the slot in the engine structure 4 ); and a gap between overlapping portions of the shields.
- FIG. 6 shows a further embodiment of the present invention.
- the aircraft propulsion system of the aircraft 1 comprises a rectifier 30 and a generator 31 , positioned close to each other in the fuselage 2 .
- Wiring 32 shown in FIG. 6 connects the rectifier 30 to the generator 31 .
- the wiring 32 is also configured to carry high levels of electrical power which is ultimately delivered to the motor. In this case the electrical power is generated by the generator 31 , then carried to the propulsion motor 14 by the wiring 32 via the rectifier 30 and potentially other electrical components of the aircraft propulsion system.
- the wiring 32 comprises three sets of wiring: first wiring 32 a configured to carry electrical power at a first phase; second wiring 32 b configured to carry electrical power at a second phase; and third wiring 32 c configured to carry electrical power at a third phase.
- each set of wiring comprises three wires.
- the rectifier 30 and generator 31 are attached to different supports, so they can move relative to each other. To accommodate this relative movement, the wiring 32 is flexible.
- a first electromagnetic shielding arrangement provides a first enclosure around the first wiring 32 a and is configured to block electromagnetic emissions from the first wiring 32 a .
- the first electromagnetic shielding arrangement comprises: a first shield 40 a ; a second shield 41 a which can move relative to the first shield 40 a ; and a first gap 42 a between overlapping portions of the first shield 40 a and the second shield 41 a .
- the first gap 42 a is configured to enable air to flow into and out of the first enclosure via the first gap.
- a second electromagnetic shielding arrangement provides a second enclosure around the second wiring 32 b , similar to the first enclosure 40 a , 41 a .
- the second enclosure is configured to block electromagnetic emissions from the second wiring 32 b .
- the second electromagnetic shielding arrangement comprises: a third shield 40 b ; a fourth shield 41 b which can move relative to the third shield 40 b ; and a second gap 42 b between the third shield 40 b and the fourth shield 41 c .
- the second gap 42 b is configured to enable air to flow into and out of the second enclosure via the second gap.
- a third electromagnetic shielding arrangement provides a third enclosure around the third wiring 32 c and is configured to block electromagnetic emissions from the third wiring 32 c .
- the third electromagnetic shielding arrangement comprises: a fifth shield 40 c ; a sixth shield 41 c which can move relative to the fifth shield 40 c ; and a third gap 42 c between overlapping portions of the fifth shield 40 c and the sixth shield 41 c .
- the third gap is configured to enable air to flow into and out of the third enclosure via the gap.
- the gaps 42 a - c each provide a ventilation effect similar to the ventilation effect of the gap 22 in the first embodiment, preventing overheating of the wiring 32 .
- Each of the shields 40 a - c is connected to the generator 31 and each of the shields 41 a - c is connected to the rectifier 30 .
- the shields 40 a - c are inside the shields 41 a - c , although in other embodiments the reverse may be true.
- the shields 40 a - c and 41 - c may be cylindrical, with parallel walls.
- the shields 40 a - c and 41 a - c may be metallic, for instance Aluminium.
- the wiring 32 is configured to generate electromagnetic emissions at a signal wavelength.
- the frequency of the electromagnetic emissions may be kHz to ⁇ 20 or 30 MHz, so the shortest signal wavelengths will be a little shorter than 10 m.
- Each gap 42 a - c has a dimension which is less than the signal wavelength, thereby inhibiting transmission of the electromagnetic emissions through the gap.
- each gap 42 a - c has a dimension which is less than the signal wavelength at all points where the shields 40 a - c and 41 a - c overlap.
- each gap 42 a - c may have a dimension which is greater than 1 mm, optionally at all points where the shields 40 a - c and 41 a - c overlap.
- the electromagnetic shielding arrangements of FIG. 6 are not on the exterior of the aircraft, and hence they have no impact on the drag performance of the aircraft. This enables the dimensions of the gaps 42 a - c to be higher than in the embodiment of FIG. 3 .
- each shield 40 a - c is a component which is attached to the generator 31 and extends away from the body of the generator 31 .
- each shield 41 a - c may fit inside a respective slot in the generator 31 .
- each electromagnetic shielding arrangement comprises a first shield (formed by a wall of the slot in the generator 31 ); a second shield which fits inside the slot in the generator 31 ; and a gap between overlapping portions of the shields.
- each shield 40 a - c may fit inside a respective slot in the rectifier 30 .
- the electromagnetic shielding arrangement comprises a first shield which fits inside the slot in the rectifier 30 ; a second shield (formed by a wall of the slot in the rectifier 30 ); and a gap between overlapping portions of the shields.
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Architecture (AREA)
- Power Engineering (AREA)
- Thermal Sciences (AREA)
- Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Shielding Devices Or Components To Electric Or Magnetic Fields (AREA)
- Motor Or Generator Frames (AREA)
- Motor Or Generator Cooling System (AREA)
Abstract
Description
- The present invention relates to an aircraft, or an aircraft propulsion system, with wiring configured to carry electrical power, and an electromagnetic shielding arrangement which provides an enclosure around the wiring.
- The delivery of electric power in an aircraft can be difficult, particularly where the power must be delivered between components which are liable to move relative to each other during flight of the aircraft.
- A first aspect of the invention provides an aircraft comprising: wiring configured to carry electrical power; and an electromagnetic shielding arrangement which provides an enclosure around the wiring and is configured to block electromagnetic emissions from the wiring, the electromagnetic shielding arrangement comprising: a first shield; a second shield which can move relative to the first shield; and a gap between overlapping portions of the shields, wherein the gap is configured to enable air to flow into or out of the enclosure via the gap.
- Optionally the aircraft further comprises a propulsion motor, wherein the wiring is configured to carry electrical power for the propulsion motor.
- Optionally the aircraft further comprises a wing; an engine structure including the propulsion motor; and a pylon connecting the engine structure to the wing, wherein the first shield is connected to the pylon and the second shield is connected to the engine structure.
- Optionally the aircraft further comprises a rectifier and a generator, wherein the wiring connects the rectifier to the generator, one of the shields is connected to the rectifier, and the other shield is connected to the generator.
- Optionally the wiring is configured to generate electromagnetic emissions at a signal wavelength; and the gap has a dimension which is less than the signal wavelength, thereby inhibiting transmission of the electromagnetic emissions through the gap.
- Optionally the gap has a dimension which is less than the signal wavelength at all points.
- Optionally the gap has a dimension which is greater than 1 mm.
- Optionally the shields are metallic.
- Optionally the gap is configured to enable air to flow into the enclosure via the gap and into contact with the wiring, thereby cooling the wiring.
- Optionally the gap comprises a channel with parallel walls.
- Optionally the wiring comprises first wiring configured to carry electrical power at a first phase; second wiring configured to carry electrical power at a second phase; and third wiring configured to carry electrical power at a third phase.
- Optionally the first, second and third wiring are surrounded by common harness shielding outside the enclosure; and the common harness shielding is terminated so that the common harness shielding does not extend inside the enclosure.
- Optionally the wiring is configured to carry electrical power at a first phase; and the aircraft propulsion system further comprises: second wiring configured to carry electrical power at a second phase; and a second electromagnetic shielding arrangement which provides a second enclosure around the second wiring and is configured to block electromagnetic emissions from the second wiring, the second electromagnetic shielding arrangement comprising: a third shield; a fourth shield which can move relative to the third shield; and a second gap between the third shield and the fourth shield, wherein the second gap is configured to enable air to flow into or out of the second enclosure via the second gap, thereby cooling the second wiring.
- Optionally the wiring is configured to carry electrical power at a power level higher than 100 kW, or at a power level higher than 1 MW.
- A second aspect of the invention provides an aircraft propulsion system comprising: a propulsion motor; wiring configured to carry electrical power for the propulsion motor; and an electromagnetic shielding arrangement which provides an enclosure around the wiring and is configured to block electromagnetic emissions from the wiring, the electromagnetic shielding arrangement comprising: a first shield; a second shield which can move relative to the first shield; and a gap between the first shield and the second shield, wherein the gap is configured to enable air to flow into or out of the enclosure via the gap.
- Embodiments of the invention will now be described with reference to the accompanying drawings, in which:
-
FIG. 1 shows an aircraft; -
FIG. 2 is a schematic view showing an engine/wing interface from the side; -
FIG. 3 is a schematic view showing the engine/wing interface from the front; -
FIG. 4 shows a propulsion system power delivery arrangement with nine wires; -
FIG. 5 shows a gap between a pair of shields; and -
FIG. 6 shows wiring between a rectifier and a generator. - An aircraft 1 shown in
FIG. 1 comprises afuselage 2 and a pair of wings 3. Each wing 3 carries a respective engine structure 4 on apylon 5. -
FIG. 2 is a schematic view showing the interface between the engine structure 4 and the wing 3. Thepylon 5 has apylon top spar 10 and a pylon bottom spar 11. Thepylon bottom spar 11 is attached to the engine structure 4 by afront link 12 and arear link 13. - The engine structure 4 comprises a
propulsion motor 14 which is configured to drive a propulsor (not shown) such as a fan, which generates thrust to propel the aircraft. - Very high levels of electrical power must be delivered to the
propulsion motor 14 bywiring 15 shown inFIGS. 2 and 3 . In some embodiments thewiring 15 is configured to carry electrical power at a power level higher than 100 kW, or at a power level higher than 1 MW. For example, thewiring 15 may be configured to carry electrical power at a power level of 2 MW or much higher—potentially as high as 20 MW. - The
wiring 15 comprisesfirst wiring 15 a configured to carry electrical power at a first phase to afirst motor terminal 14 a;second wiring 15 b configured to carry electrical power at a second phase to asecond motor terminal 14 b; andthird wiring 15 c configured to carry electrical power at a third phase to athird motor terminal 14 c. For ease of illustration,FIG. 2 shows only the first andsecond wiring FIG. 3 shows all threephases 15 a-c of thewiring 15. - For three-phase AC communication, it is best for electromagnetic interference (EMI) purposes to put three wires of different phase together under common harness shielding as the phase difference of each wire cancels out the overall emission. This is called a trefoil configuration.
- The first, second and
third wiring 15 a-c may be arranged in a trefoil configuration, surrounded bycommon harness shielding 16 shown inFIG. 3 . - The trefoil configuration works well for the majority of routing through the aircraft, but it can create a routing problem when it becomes necessary to connect the wiring to equipment at either end. Also, to transmit high currents it may be necessary to have more than one wire per phase (for instance three wires per phase).
- An example of this routing problem is shown in
FIG. 4 .FIGS. 2 and 3 show an embodiment with only asingle wire 15 a-c per phase.FIG. 4 shows an embodiment in which thewires 15 a-c are connected tomotor terminals 14 a-c, along with two further sets of wiring. It is necessary to terminate thecommon harness shielding 16 and connect each wire to thecorrect terminal 14 a-c as shown inFIG. 4 . - With the very large diameter wires required for high power current transmission, the connection arrangement of
FIG. 4 takes up a lot of distance and space. The lack of common harness shielding around the wiring, and the effect of not having the wires in a trefoil configuration, leads to an area 19 (shown inFIG. 2 ) between thepylon 5 and the engine structure 4 with very high EMI emissions which can interfere with aircraft communications and other wiring. - A conventional solution to resolve this from an EMI perspective would be to contain the
wiring 15 inside a conductive box. However, a closed metallic box can create a thermal problem as thewiring 15 generates a lot of heat. - Also, the shape of the
pylon 5 is critical to drag, and the engine structure 4 has many systems to install in a small volume. This makes it challenging to route thewiring 15 to thepropulsion motor 14. - In this example the
common harness shielding 16 is terminated at thepylon top spar 10, as shown inFIG. 3 , and theindividual wires 15 a-c run through thepylon 5 so they are in the right location when they reach the engine structure 4. As mentioned above, this creates the risk of high electromagnetic emissions in thearea 19 between thepylon 5 and the engine structure 4. - An added complication is that the
wiring 15 is behind thefront link 12 and therear link 13. This means the engine structure 4 will be vibrating and moving relative to thepylon 5 at that point. - To solve these problems, an
electromagnetic shielding arrangement FIG. 3 is provided. The electromagnetic shielding arrangement comprises afirst shield 20 connected to thepylon 5, and asecond shield 21 connected to the engine structure 4. - The
electromagnetic shielding arrangement wiring 15 which is configured to block electromagnetic emissions from thewiring 15. - In the case of
FIG. 3 , only threewires 15 a-c are shown inside theelectromagnetic shielding arrangement FIG. 4 all nine wires may be enclosed by theelectromagnetic shielding arrangement - The
shields - In this example the
first shield 20 is inside thesecond shield 21, although in other embodiments the reverse may be true. - The
shields - A
gap 22 shown inFIG. 5 is provided between overlapping portions of thefirst shield 20 and thesecond shield 21. Thegap 22 is configured to enable cold air 30 (shown inFIGS. 3 and 5 ) to flow into the enclosure via thegap 22 and into contact with thewiring 15, thereby cooling thewiring 15. Thecold air 30 may be at a temperature as low as −55° C. Thegap 22 is also configured to enablehot air 31 to flow out of the enclosure via thegap 22 as shown inFIG. 3 . The hot air may be at a temperature as high as 180° C. - As shown in
FIG. 5 , thegap 22 may comprise a channel with parallel planar walls. - The
wiring 15 is flexible, and thegap 22 enables thesecond shield 21 to move relative to thefirst shield 20, which solves the problem of dealing with the vibration of the engine structure 4 relative to thepylon 5. - The
gap 22 not only allows the two shields to move easily relative to each other, but also provides a small channel or waveguide for electromagnetic radiation. - The
wiring 15 is configured to generate electromagnetic emissions at a signal wavelength. By way of example, the frequency of the electromagnetic emissions may be kHz to ˜20 or 30 MHz, so the shortest signal wavelengths will be a little shorter than 10 m. - The
gap 22 may have adimension 23 which is less than the signal wavelength, thereby inhibiting transmission of the electromagnetic emissions through thegap 22. Optionally thegap 22 has a dimension which is less than the signal wavelength at all points where theshields - The aircraft 1 may contain a communication network which is sensitive to electromagnetic emissions at much lower wavelengths, and the
dimension 23 of thegap 22 may also be made sufficiently small to inhibiting transmission of electromagnetic emissions through thegap 22 at such lower wavelengths, in order to protect the communication network. - To enable sufficient flow of air, the
gap 22 may have adimension 23 which is greater than 1 mm, optionally at all points where theshields - The
dimension 23 of the gap may vary in flight due to relative movement between theshields dimension 23 of the gap will vary over time between a minimum and a maximum. The minimum dimension may be greater than 1 mm, so thegap 22 is sufficiently wide under all conditions. - At the leading edge of the enclosure, the
gap 22 may be open to enable cold air to flow directly into the enclosure during flight. This maximizes ventilation of the enclosure but may create high drag. A lower drag alternative is to close off the leading edge of thegap 22 with a flexible seal between the shields, but this will result in a lower rate of flow into the enclosure. - The
dimension 23 of the gap will have an impact on drag—ahigher dimension 23 resulting in a higher drag. Typically, thedimension 23 of the gap is of the order of 2 mm, although it may be higher if required. Optionally thedimension 23 of the gap is less than 20 mm or less than 10 mm. - In the embodiment of
FIG. 3 thefirst shield 20 is a component which is attached to thepylon 5 and extends away from the pylon across thearea 19 between thepylon 5 and the engine structure 4. In an alternative embodiment of the invention, thesecond shield 21 may fit inside a slot in thepylon 5. In this case the electromagnetic shielding arrangement comprises a first shield (formed by a wall of the slot in the pylon 5); asecond shield 21 which crosses thearea 19 and fits inside the slot in thepylon 5; and a gap between overlapping portions of the shields. - In another alternative embodiment of the invention, the
second shield 20 may fit inside a slot in the engine structure 4. In this case the electromagnetic shielding arrangement comprises a first shield which crosses thearea 19 and fits inside the slot in the engine structure 4; a second shield (formed by a wall of the slot in the engine structure 4); and a gap between overlapping portions of the shields. - With these alternative embodiments it may be more difficult for air to flow into the enclosure via the gap, but the flow of air out of the enclosure via the gap will still be possible.
-
FIG. 6 shows a further embodiment of the present invention. The aircraft propulsion system of the aircraft 1 comprises arectifier 30 and agenerator 31, positioned close to each other in thefuselage 2. -
Wiring 32 shown inFIG. 6 connects therectifier 30 to thegenerator 31. Like thewiring 15 between thepylon 5 and engine structure 4, thewiring 32 is also configured to carry high levels of electrical power which is ultimately delivered to the motor. In this case the electrical power is generated by thegenerator 31, then carried to thepropulsion motor 14 by thewiring 32 via therectifier 30 and potentially other electrical components of the aircraft propulsion system. - The
wiring 32 comprises three sets of wiring: first wiring 32 a configured to carry electrical power at a first phase;second wiring 32 b configured to carry electrical power at a second phase; andthird wiring 32 c configured to carry electrical power at a third phase. In this example each set of wiring comprises three wires. - The
rectifier 30 andgenerator 31 are attached to different supports, so they can move relative to each other. To accommodate this relative movement, thewiring 32 is flexible. - As the
rectifier 30 andgenerator 31 are very close to each other, it is not possible to bundle the wiring as three-phase cables in a trefoil configuration, so the wires are routed individually as shown inFIG. 6 . - This creates an EMI problem, with wires of the same phase grouped together. The solution to this problem is to provide separate electromagnetic shielding arrangements for each set of wiring.
- A first electromagnetic shielding arrangement provides a first enclosure around the
first wiring 32 a and is configured to block electromagnetic emissions from thefirst wiring 32 a. The first electromagnetic shielding arrangement comprises: afirst shield 40 a; a second shield 41 a which can move relative to thefirst shield 40 a; and afirst gap 42 a between overlapping portions of thefirst shield 40 a and the second shield 41 a. Thefirst gap 42 a is configured to enable air to flow into and out of the first enclosure via the first gap. - A second electromagnetic shielding arrangement provides a second enclosure around the
second wiring 32 b, similar to thefirst enclosure 40 a, 41 a. The second enclosure is configured to block electromagnetic emissions from thesecond wiring 32 b. The second electromagnetic shielding arrangement comprises: athird shield 40 b; afourth shield 41 b which can move relative to thethird shield 40 b; and asecond gap 42 b between thethird shield 40 b and thefourth shield 41 c. Thesecond gap 42 b is configured to enable air to flow into and out of the second enclosure via the second gap. - A third electromagnetic shielding arrangement provides a third enclosure around the
third wiring 32 c and is configured to block electromagnetic emissions from thethird wiring 32 c. The third electromagnetic shielding arrangement comprises: afifth shield 40 c; asixth shield 41 c which can move relative to thefifth shield 40 c; and athird gap 42 c between overlapping portions of thefifth shield 40 c and thesixth shield 41 c. The third gap is configured to enable air to flow into and out of the third enclosure via the gap. - The
gaps 42 a-c each provide a ventilation effect similar to the ventilation effect of thegap 22 in the first embodiment, preventing overheating of thewiring 32. - Each of the shields 40 a-c is connected to the
generator 31 and each of theshields 41 a-c is connected to therectifier 30. - In this example the shields 40 a-c are inside the
shields 41 a-c, although in other embodiments the reverse may be true. - The shields 40 a-c and 41-c may be cylindrical, with parallel walls.
- The shields 40 a-c and 41 a-c may be metallic, for instance Aluminium.
- The
wiring 32 is configured to generate electromagnetic emissions at a signal wavelength. By way of example, the frequency of the electromagnetic emissions may be kHz to ˜20 or 30 MHz, so the shortest signal wavelengths will be a little shorter than 10 m. - Each
gap 42 a-c has a dimension which is less than the signal wavelength, thereby inhibiting transmission of the electromagnetic emissions through the gap. Preferably eachgap 42 a-c has a dimension which is less than the signal wavelength at all points where the shields 40 a-c and 41 a-c overlap. - To enable sufficient flow of air, each
gap 42 a-c may have a dimension which is greater than 1 mm, optionally at all points where the shields 40 a-c and 41 a-c overlap. - The electromagnetic shielding arrangements of
FIG. 6 are not on the exterior of the aircraft, and hence they have no impact on the drag performance of the aircraft. This enables the dimensions of thegaps 42 a-c to be higher than in the embodiment ofFIG. 3 . - In the embodiment of
FIG. 6 each shield 40 a-c is a component which is attached to thegenerator 31 and extends away from the body of thegenerator 31. In an alternative embodiment of the invention, eachshield 41 a-c may fit inside a respective slot in thegenerator 31. In this case each electromagnetic shielding arrangement comprises a first shield (formed by a wall of the slot in the generator 31); a second shield which fits inside the slot in thegenerator 31; and a gap between overlapping portions of the shields. - In another alternative embodiment of the invention, each shield 40 a-c may fit inside a respective slot in the
rectifier 30. In this case the electromagnetic shielding arrangement comprises a first shield which fits inside the slot in therectifier 30; a second shield (formed by a wall of the slot in the rectifier 30); and a gap between overlapping portions of the shields. - Where the word or appears this is to be construed to mean ‘and/or’ such that items referred to are not necessarily mutually exclusive and may be used in any appropriate combination.
- Although the invention has been described above with reference to one or more preferred embodiments, it will be appreciated that various changes or modifications may be made without departing from the scope of the invention as defined in the appended claims.
Claims (17)
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GB2117269.7 | 2021-11-30 | ||
GB2117269 | 2021-11-30 | ||
GB2117269.7A GB2613541A (en) | 2021-11-30 | 2021-11-30 | Shielding arrangement for aircraft wiring |
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US20230166861A1 true US20230166861A1 (en) | 2023-06-01 |
US12037133B2 US12037133B2 (en) | 2024-07-16 |
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US18/071,862 Active 2043-01-12 US12037133B2 (en) | 2021-11-30 | 2022-11-30 | Shielding arrangement for aircraft wiring |
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US (1) | US12037133B2 (en) |
EP (1) | EP4186798A1 (en) |
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GB2599726A (en) * | 2020-10-12 | 2022-04-13 | Airbus Sas | Air cooling |
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2021
- 2021-11-30 GB GB2117269.7A patent/GB2613541A/en active Pending
-
2022
- 2022-11-22 EP EP22208740.5A patent/EP4186798A1/en active Pending
- 2022-11-30 US US18/071,862 patent/US12037133B2/en active Active
- 2022-11-30 CN CN202211517933.9A patent/CN116198731A/en active Pending
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US8708280B2 (en) * | 2010-06-15 | 2014-04-29 | Airbus Operations Limited | Telescopic strut |
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Publication number | Publication date |
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CN116198731A (en) | 2023-06-02 |
GB2613541A (en) | 2023-06-14 |
EP4186798A1 (en) | 2023-05-31 |
US12037133B2 (en) | 2024-07-16 |
GB202117269D0 (en) | 2022-01-12 |
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